Elevator.



Patented Oct. 7, I902. J. D. IIILIJER.

ELEVATOIL (AM m an. a, 1060.)

3 Shah-Shut L (In Iodol.)

Patented net. 7, I902. J. n. IIILDER.

. ELEVATOR.

(Application and m; a. 1008.)

3 Shun-Shut 2.

UNITED STATES PATENT OFFICE.

JOHN D. IHLDER, OF YONKERS, NINV YORK, ASSIGNOR TO OTIS ELEVATOR COMPANY, OF EAST ORANGE, NEIV JERSEY, A CORPORATION OF NEIV JERSEY.

ELEVATO R.

SPECIFICATION forming part of Letters Patent No. 710,581, d t d O t b 7, 1902 Application filed January 2, 1902. Serial No. 88,111. (No model.)

To all w/mm it nmy concern: for changing the speed of a motor in accord- Be it known that I, JOHN D. IHLDER, a citi ance with the load before stopping, and aczen of the United States, residing at Yonkers, cording to my invention the speed of a motor int-hecountyol 'Westchesterand State of New may be automatically reduced before stop- 5 York, have invented certain new and useful ping by an amount proportionate to theload. Improvements in Elevators, of which the fol- Myinvention consists,further,in apparatus lowing is a specification. by which a variable resistance is included in My invention relates to the control of eleseries with the armature before the stop is vators, and more particularly to the control made, and after the inclusion of the resist- [O of electric elevators; and it has for its object ance in series with the armature a circuit of to provide means whereby the elevator-car variable resistance is closed in shunt around may be automatically stopped at a given level the armature-terminals, while means are prowith varying loads whether ascending or devided, dependentupon the potential develscending. oped by the armature, for varying the resist- 15 In a former-application, Serial No. 660,873, ance in shunt and in series with the armafiled December 6, 1897, I have described ture. As the load approaches the landing at means whereby the motor is reduced to a uniwhich the stop is to be made I introduce a form slow speed with either an ascending or certain amount of resistance in series with the descendingload before the stopis made. For armature, which has the effect of either re- 2o ordinary light duty the means described in tarding or increasing the speed of the armasaid application for reducing the speed before tu re, according to whether the load is ascendthe stop is made are su fficient to secure an ing or descending. Then as soon as the conautomatic stopapproximatelyatagiven level dition has been determined of whether the with varyingloadsth'atis,the car is brought speed increases or decreases a resistance is 25 to a stop approximately on a level with the thrown in parallel to the armature, while at floor or station; but for heavy duty and high the same time a circuit is made including a speed a greater refinement in the means for magnet connected across the terminals of reducing speed before the stop is made is the armature. This magnet controls the necessary, for not only must the speed be amount of resistance to be includedin shunt So 0 reduced, but such reductionmust be greater across the armature-terminals and also the with a heavy descending load than with a amount of resistance to be placed in series light descending load, while the reduction of with the armature, audits operation depends speed must be greater for a light ascending on the potential of the armature developed than for a heavy ascending load. Alight deafter the series resistance has first been in- 35 scending load may be brought to astop more cluded in the armature-circuit.

quickly than a heavy descending load,while, My invention further consists in the cononthe otherhand,a heavyascendingload may .struction of apparatus and arrangement of be brought to a stop more quickly than a light circuits and connections hereinafter more ascending load, due in the first instance to fully described, and shown in the accompao 40 the momentum of the heavy load in descendnying specification and drawings, in which ing and in the second instance to the attrac- Figure l is a diagrammatic representation tion of gravityon the ascendingload. Assumof apparatus and circuits, illustrating my ining that the maximum speed of the motor is "entiou, wherein the circuits are somewhat the same for all loads, if means are provided simplified in order to clearly show the opera- 5 for reducing the speed of the motor to a certion of the apparatus. Fig. 2 is a diagramtain extent before the stop is made with a matic representation showing one means for heavy load the car may come to a stop a little automatically stopping the motor at the debefore the station is reached, while with a sired point; and Fig. 3 is atliagrammatic replight load it may run beyond the station a resentation showing tneans forcontrollingthe I00 0 little before stopping. starting, stopping, and reversing of the mo- My invention consists, primarily, in means tor from a distance and electrical means for operating the reversing-switch, with further refinements of my invention hereinafter to be described.

The diagram of Fig. 1 is a simplification of the circuits and connections of my apparatus, the diagrams of Figs. 2 and 3 showing the complete apparatus, Fig. 2 illustrating means for automatically controlling the speed of the motor, while Fig. 3 shows connections for operating the motor from a single hand-switch, which may be on the car, with a suitable electrical reversing-switch for the motor and some additional refinements in the apparatus, which will hereinafter be described.

In all of the diagrams the heavy continuous lines represent the armature-circuits, and the light continuous lines represent controllingcircuits for the motor, including the circuits of the magnets which control armature resistances and the resistance which is adapted to be thrown in parallel with the armature to regulate the speed thereof.

Generally speaking, it may be said that according to my invention after the motor-circuit is closed at a suitable reversing-switch the controlling-circuits are energized'in three steps in a certain order, and when the motor is to be stopped the controlling-circuits are denergized in three steps in the reverse order to that in which they were energized, the reversing-switch being the first and last parts of the apparatus to be manipulated. It is of course to be understood that difierent arrangements of apparatus may be devised for accomplishing the results desired, and it may not be necessary to utilize the same number of steps which I utilize nor the same apparatus for carrying out these particular steps.

-As hereinbefore stated, I prefer to use a plurality of armature resistances, each controlled by suitable electroreceptive devices, and in addition to these resistances I arrange a shunt-circuit to the armature containing a resistance which may be varied, and preferably I include in series with the resistance adapted to be thrown in shunt to the armature of the motor an extra field-winding, whereby a reduction of the resistance in circuit therewith controls the strength of this extra field, and the speed of the motor may thereby becontrolled, although it is to be understood that this extra field-winding may be omitted, if desired.

In the diagram of Fig. l, B represents the armature of. an electric motor, B a shunt field-winding, and A a suitable reversingswitch for the armature-circuits, as shown in this instance the reversing-switch simply consisting of conducting-segments 17 18, insulated from each other and provided with brushes'19, bearing thereon and so arranged that by turning the segments to one side or the other of the center the current may be reversed through the armature of the motor, as is customary in switches of this character.

For the sake of simplicity it is assumed in this instance that the reversing-switch is hand-operated and that on thesame shaft therewith are arranged other switches G, H, and I, so that the operation of the reversing-switch serves to operate simultaneously therewith the switches on the same shaft. The switches G, H, and I may also be of any suitable character; but they are shown as each consisting of longer and shorter conducting-segments 20 and 21, insulated from each other, the segment 20 of switch G being longer than that of switch I. The segment 21 of switch I is longer than that of switch G, while segments 20 and 21 of switch H are intermediate in length between those of switches G and I, and, as shown, two brushes 22 are arranged to bear on each of the longer segments, a brush 23 bearing on each of the shorter segments. 7

While any suitable electric motor may be used, I have shown a compound-wound motor, and the armature and field circuits may be traced in Fig. 1 from the potential-switch S as follows: Assuming that the switch S is closed and that the reversing-switch A is in the position shown, with the remainder of the circuits and contacts and switches controlling the same also in the relative positions shown, whereby the motor is at rest, there is a circuit from the positive main at through the positive side of switch S and by wire 24 to the point 2, from thence to thepoint 1, from thence to and through one side of the reversing-switch A, through the motor-armature, to and through the other side of the reversingswitch A, thence still by wire 24 through a suitable starting resistance O,thence through the series field-winding D to an electroreceptive device, shown as an electromagnet L, provided with suitable contacts, through an auxiliary armature resistance E to contact 25, electromagnetically controlled by a magnet J, and from thence still by wire 24 to what I have termed an overload magnet F, thence to the negative side of the potentialswitch S and to the negative main, (represented by the minus-sign.) It will thus be seen that although the circuit is closed through the reversing-switch of the motor the armature-circuit may not be closed until contacts 25, controlled by magnet J, are closed.

At about the same time or arranged to be operated shortly after the closure of the reversing-switch A the reversing-switch G on the same shaft as switch A will be so manipulated that a circuit will be closed between one or the other of the brushes 22 and the brush 23, according to whether the car is at the top or bottom of its travel.

The arrangement of bifurcated circuits connected with the brushes 22 on the switches G, H, and I is provided in order that means may be included in the bifurcations of these circuits, as series of contacts 9 1O 11 and 12 13 14:, adapted to be operated from some moving part of the apparatus to break the controlling circuits successively as the car comes to a stop in the reverse order from that in which these circuits are made in starting,as hereinbefore mentioned. For the sake of simplicity these means for breaking the circuits are simply shown as contacts, and the actual mechanism for so breaking the circuit is not included in the diagram of Fig. 1, although means will be fully described in connection with the other diagrams for successively and automatically breaking the circuits in the manner described.

A wire 26, leading from the armature-circuit at the point 1, includes the normally closed contacts Y in the circuit of an electromagnet N, which when energized holds the potential-switch S closed, but which when deenergized allows the potential-switch to open and break the armature-circuit, thus stopping the motor. Branches are led from the wire 26 to the contacts 9 1O 11 and 12 13 14 and to the brushes 22. From each brush 23, bearing upon the shorter segments 21 of switches G H I, circuits are led to and through various switches and controlling apparatus, and assuming, as described, that the switch G has been turned in such manner that the lower brush 22 and brush 23 are bridged by the longer segment 20, then acircuit will be completed from the point 28 on wire 26 to brush 23 and from thence by a wire 29 to and through one winding 27 of a doubly-wound electromagnet M, controlling contacts Y, and then through magnet J, controlling contacts 25 in the main armaturecircuit, from thence still by wire 29 through a second winding 3 on magnet M and to the negative side of the potential-switch S. The energizing of magnet J closes contacts 25 and also closes the armature-circuit, thereby starting the motor with its armature resistance in circuit.

The coils ".7 and M on magnet M are illustrated diagrammatically and assumed to oppose each other, and the magnet normally exerts no attractive force. This doubly-wound electromagnet M controls the circuit of the magnet N by means of contacts Y, and its function is to detect grounds and leakage on the circuits, whereby one of the windings becomes weakened and the other strengthened, causing the contacts Y to open, and thus causing the magnet N to open the main circuit at the potential-switch S. As shown, the windings 27and M are in series with each other and connected across from the positive to the negative side of the circuits, so that any leakage from the positive side to points between the two windings will strengthen h which is nearest the negative main, and weaken 27, thereby destroying the balance and causing contacts Y to open. Likewise leakage from a point between the windings to the negative side of the circuits would strengthen 27 and weaken M, thereby causing contacts Y to open. Grounds and leakage are wasteful and dangerous alike to op erator and apparatus, and by my arrangement as soon as a leakage occurs the circuit is automatically broken, giving notice of the fault and allowing it to be remedied.

The closure of the armature-circuit at the contacts 25 completes a shunt-circuit starting from the point 2 on the armature-circuit through an electromagnet K and by wire 30 to a point 31 on the circuit including the switch H, from thence through resistance 50 still by wire 30 to the armature-circuit again at The closure of this circuit just traced, including the electromagnet K, energizes said electromagnet and causes it to close its contacts 33, thereby completing a circuit shunted across the armature-brushes and including an electromagnet X, controlling a shunt-circuit to the armature containing resistance and an extra field-winding. The electromagnet K on starting is but momentarily energized, however, for almost immediately after the operation of switch G the switch H is manipulated, it being assumed that all the segments 20 are turned in the same direction, so that the lower brush 22 and brush 23 of switch H are bridged by the longer segment 20; but the brushes 22 and 23 of switch I are not as yet bridged, since brush 23 has not as yet left its shorter segment, owing to the diiferent lengths of the segments.

The completion of a circuit through the switch 11 serves to short-circuit electromagnet K, for the current now passes from the armature-circuit at 1 to the point 34, thence through one of the bifurcations of the circuit, through the contacts 13, brush 22 to brush 23, through resistance 50, and out by wire 30. Therefore the contacts open, and the shunt, including the extra field across the armature, is broken.

A brake-magnet Z is controlled by the operation of the switch G, the brake-magnet being included in a circuit between the point 35 on wire 29 and the magnet J at the point 36, a resistance 37 being included in the circuit of the brake-magnet Z, and a shunt around the resistance 37, including contacts 38, being controlled by the magnet L in the main armature-circuit.

Upon operating the switch G, as stated, to start the motor it will be seen that as soon as the contacts 38 are closed the resistance 37 is short-circuited, and if the resistance 37 is properly adjusted the brake-magnet Z will take when contacts 38 are open so little curret that it will not operate to remove the brake from the elevator apparatus. Therefore the motor cannot start, and, as seen, the starting of the motor will be dependent upon the completion of the armature-circuit. If, for instance, there should be a break in the armature-circuit or some part of the apparatus should not operate properly, the magnet L in the armature-circuit could not become energized, the contacts 38 would not be closed upon the operation of the switch G, and the brake could not be removed. The brake-magnet Z does not lift the brake until the resistwith contacts 3.

&

ance 37 is short-circuited; but the brake is maintained lifted even after resistance 37 has again been included in the circuit of magnet Z, since a great deal more current was required to operate the brake on starting than is required thereafter. According to thediagram of circuits it will be seen that magnet L is short-circuited when the motor has come up to speed, and resistance 37 is put back into the circuit of magnet Z. The next step in starting the motor is the closure of a circuit through the switch I from the point 39 on wire 26, through contacts 12, to a brush 22, from thence to brush 23, then by wire 40 to a solenoid P, the wire 40 tapping onto the armature-circuit again at the point 41 on the armature resistance C. It will thus be seen that the circuit of the solenoid P is in direct shunt to the brushes of the armature and the electric potential of the solenoid P depends upon the potential developed by the motor-armature, it increasing as the speed of the motor increases.

Series of contacts 3 4 5 6 are arranged to be controlled by the solenoid P, and these contacts may either be provided with springs of difierent tensions or they may be arranged at diiferent distances from the solenoid P, so that as the power of the solenoid P increases upon the starting upot' the motor these contacts may be closed successively, beginning Contacts 3 4 5 are connected in such manner with the armature resistance C that when the contacts 5 are closed all of the armature resistance 0 is cut out of circuit, and when the last contacts 6 are closed the series field D is short-circuited, the series field merely providing starting torque, since it is not needed after the motor has started. When the last contacts 6 have been closedby the operation of the solenoid P, the current in the armature-circuit passes directly from the point 42 on resistance 0 by wire 43 to a point 44 on the resistance E.

Electromagnets Q Q are arranged in parallel circuits or in any other suitable manner and are connected across the. line, receiving the potential of the line. A circuit is led from a point 45 on the positive side of the main line to and through switches 8 and 9, connected in parallel and by parallel wires to the magnets Q Q, from thence through switch 5 and resistance 5 to the point 46 on the negative side of the main line. These magnets Q Q are so wound that :when magnet J closes the motor-circuit they will operate to shortcircuit theresistance E step by step, so that.

the maximum starting-current limited by the resistance 0 isthus admitted in three steps. The least amount of current is admitted through both resistances O and E when contacts 25 first close, and this is increased when contacts 1 are closed'by magnet Q to shortcircuit a portion of resistance E. The current becomes a maximum when contacts 2" are closed by magnet Q to short-circuit the remainder of resistance E.

It will be seen that there is a derived circuit between the point 47 on the wire 26 and the negative side of the armature-circuits, as shown, this derived circuit joining the armature-circuit at 32. This derived circuit includes one or more magnets, two magnets O 0 being shown, controlling between their contacts 3 4 resistance in the circuit of so:

,lenoid P. Magnets O O are so adjusted that theyonly operate when the line-potentialincreases above the normal. Contacts 3 4 are normally closed. The resistance they control is therefore short-circuited, and solenoid P is adjusted under these conditions to close its contacts in regular order at the proper armature-potential to admit the required starting-current. For example, on atwo-hundredand-twenty-volt circuit contact 3 may be arranged to close when the armature gives eighty volts, contact 4 on one hundred and thirty volts, contact 5 on one hundred and seventyfive volts, and contact 6 on two hundred and ten volts. If with this adjustmentthe linepotential should be increased to two hundred and fifty volts, then if the contacts closed under the same armature-potentials as before considerably more starting-current would be admitted, especially on the last steps. It is .to counteract such variations that the resist- This arrangement of circuits is accordingly a safety device, for if the current on the line should become excessive the magnet F will become energized and open the contacts in the circuit of the magnet N, the magnet F being so wound that under ordinary conditions it does, not-exert sufficient force to open said contacts, and it will be seen that if the circuit of magnet N is opened the magnet becomes denergized and allows the potentialswitch S to open, thereby stopping the motor and preventing injury to any of the parts.

It has now been explained in what manner the motor is started in a series of stepsthat is, by first closing the reversing-switch A and then operating the switches G, H, and I in the order named to close certain circuits and bring the motor up to speed with the series field and armature resistances short-circuited and the brake removed. This series of operations, as hereinbefore stated, takes place in reverse order upon stopping the motor, and assuming that the car is about to approach its stopping-point the contacts 12 may be opened by hand or automatically by some moving ICC part of the apparatus, then contacts 18, and then contacts 14 in the same manner. The principal object of this series of operations in stopping the motor is, as stated, to reduce the speed of the motor before the car reaches its stopping'point and bring the car to a Stop at the desired point without running a little beyond or coming to rest a little before reaching said point, and the circuits and apparatus are so devised that the speed of the mofor will be slowed down for an appreciable length of time before the stopping-point, station, or landing is reached, and the car may be automatically brought to a stop substantially at that landing under any condition of load which may be imposed upon the motor, either when the car is going up under a heavy load, a light load, or a balanced load or when the car is coming down and driving the motor as a generator.

In the operation of the apparatus so far described contacts 5 and 6*,being the back contacts of contacts 5 and 6, controlled by the solenoid P, are arranged to be opened when contacts 5 and 6 are closed, the opening of contacts 5* serving to throw the resistance 5" into the circuit of the magnets Q Q, which red ucesthecurrenttherein and prevents them from consuming an undue amount of current during the operation of the motor. The opening of the contacts 6 breaks the circuit of the magnets O O and cuts them out of circuit, thereby preventing their taking current during the operation of the motor untilcontacts (3 are opened as the stopping apparatus is brought into operation. Although the solenoids O O are thus out out of circuit upon the closure of the contacts 6, at the same time they still have time in which to perform their function of throwing resistance into the circuit of the solenoid P upon a too great increase of the line-potential.

In orderto slow the motor down and stop the car at the asst-e11" station, first contacts 12 are opened, and this it will be seen opens the circuit of solenoid P, thereby cutting into the circuit of the armature the resistance 0 and the series field D. If the motor is operating as a motor and not as agenerator-that is, if it is doing work in raising a load, for instancethe throwing in of resistance C and series field D into the armature-circuit will operate to slow down the motor somewhat; but if the motor is acting as a generator, being driven by a descending load, this cutting in of armature resistance would operate toincrease the speed of the motor; but my invention is applicable to this condition also, and the final result, it will hereinafter be seen, is to slow down the motor under all conditions of duty. After having thrown into circuit resistance C and series field D the contacts 13 are broken, thereby breaking the short circuit, which was hereinbefore described, around the magnet. K, controllingcontacts 33, and the circuit of electromagnet X across the brushes of the armature, and

magnet K therefore becomes energized and closes contacts 33, which it controls, closing the circuit of the magnet X and allowing it to become energized, and the closure of the circuit to magnet X also closes the circuit of a resistance R in shunt to the armature-terminals, this resistance being used alone or combined with an extra field-winding T, as shown, the two being in the same derived circuit in series with each other across the terminals of the armature. The inclusion of a resistance in shunt across the terminals of the armature will operate to reduce the speed of the motor by shunting current away from the armature, and the energizing of an extra shunt-field winding of course increases the field of the motor and also tends to slow down the motor. In the usual operation of such slowing-down devices no provision has been made to vary the speed of the motor according to its duty, and thus bring the car to a stop substantially level with the desired station, and this I am enabled to do by the construction of apparatus about to be described in connection with the resistance R and magnet X.

The great difficulty in regulating the slowing-down devices used in connection with high -speed elevators has been that with a heavy lead going up the car will slow down quicker than with a light load, and when doscending the car with a light load will slow down quicker than with a heavy load, so that on cutting off the current and applying the stop devices the car with a heavy descending load or a light ascending load will travel a greater distance before coming to rest than with a light descending load or a heavy ascending load. I therefore provide means for slowing down the motor to a greater extent when a heavy load is lowered or a light load raised than when a light load is lowered or a heavy load raised, and these greater refinements in the slowing-down devices or mechanism than have been heretofore provided are the primary object of my invention.

As stated, the throwing in of the resistance 0 by the operation of switch I establishes a certain condition whether or not the speed of the tnotor slows down or increases and to what extent. This takes place according to the loadthat is to say, whether or not the load is ascending or descendingfor with a heavy load going up the throwing of resistance G into the aru'iature-circuit will reduce the speed of the motor to a certain extent; but. with a moderate load going up the throwing in of this resistance reduces the speed, but not to the same extent as with a heavy load, while with a balanced load going upthat is to say, where the counterweight substantially balances the load-the motor will keep practically the same speed as before, because practically no current is used. \Vith a moderate load coming down, where the caris driving the motor as a generator, the cutting in of resistance 0 increases the speed of the armature,while with a heavy load coming down the speed is increased still more. Since the potential at the armature-terminals varies with the speed of the armature, there is here a means for regulating the slowing down of the motor according to the load, and by placing the magnet X across the brushes of the armature this varying potential may be used to regulate or control the resistance in parallel with the armature-terminals according to the speed desired, and, as hereinafter described, this magnet X also controls the resistance E in series with the armature. Since the rate of speed of the motor is reduced to a greater extent with a heavy load than with a moderate load, by cutting in resistance O in series with the armature the magnet X will not exert as much force when it is thrown across the brushes of the armature operating the heavy load as it will when the motor is operating a moderate load, or the magnet X may be so adjusted as not to become energized at all when the motor is operating a heavy load.

The contacts 7 8 9 10 are so connected with the resistance R that upon the closure of these contacts the resistance is gradually short-circuited, and contacts 8 and 9 are the back contacts of 8 and 9, so that when contacts 8 and 9 are closed contacts 8 and 9 are opened, and the arrangement of these contacts is such that they are closed successively in their numerical order as the current in electromagnet X increases,it being, of course,understood that there may be any desired number of contacts either controlling the resistances in series with the armature or controlling the resistance R in shunt to the armature, I having shown but two or four contacts in each case for the sake of simplicity and to avoid a great number of circuits. In this instance with the heaviest load going up it will be assumed that the magnet X is so wound that the entire resistance R in parallel to the armature (which is of a certain predetermined amount) is left in circuit, because ordinarily the cutting in of the armature resistance 0 and the inclu-j sion of this predetermined resistance in shunt across the armature would cause a sufficient reduction of the speed of the motor; In this connection it may be pointed out that the magnet K may be included across the armaturebrushes, if desired, and be so wound as not to operate to cut in any of the resistance in parallel to the armature or close the circuit of the magnet X until the predetermined potential is reached; With a moderate load going up somev of the resistance R in parallel to the armature is short-circuited, thus operating to reduce the speed of the motor more than it is reduced with a heavy load going up. This operation is automatic, because, as pointed out, when the resistance 0 is cut into the armature-circuit the speed of the motor is not reduced so much with a moderate load as with a heavy one. Therefore the magnet'X becomes energized to a greater extent under these conditions, and in the diagram of Fi 1 it will be assumed that the contacts 7 are closed by the action of the magnet X after the resistance 0 is cut into the armature-circuit under a moderate load.

With a balanced load more resistance in parallel to the armature is short-circuited, for with a balanced load going up the cutting in of armature resistance 0 will not reduce the speed of the motor to any appreciable extent. Therefore the magnet X will be energized to a greater extent under these conditions, and it will be assumed that either or both contacts 8 and 9 are closed, thereby opening contacts 8 and 9 and not only shortcircuiting several more steps of resistance R in shunt to the motor armature, but also breaking the circuit of one or both of the magnets Q Q, thereby allowing one or both of contacts 2 1 to open and including a portion or the whole of resistance E in the armature-circuit in addition to the resistance G, which has already been thrown in. By addin g this additional resistance E in series with the armature it will be seen that the resistance in parallel to the armature can be left higher than it could be left if the series resistance were not altered. In other words, it is not necessary to reduce the resistance in shunt to the armature so much with my apparatus, because instead of doing this I add a resistance E in series with the armature, and by thus combining series and shunt resistances I can get greater refinements in reducing the speed of the motor under varying loads and conditions of duty than can be gotten by ordinary means.

In the practical operation of my apparatus with the resistances E and R the number of steps by which they are controlled and the adjustment of the electromagnets X, Q, and Q may 'be varied as'desired, I having simply illustrated the principle upon which the apparatus operates.

If a heavy or moderate load is descending and the motor is being driven as a generator, as stated, the cutting in of resistance 0 into the armature-circuit will tend to increase the speed of the'armature instead of slowing it down, and the potential of the armature will at this, moment be higher than the line-potential, so that upon closing the circuit of magnet K, which establishes the circuit of resistanceR and magnet X, the high potential of the armature assisted by the driving momentum of a heavy descending load will cause magnet X to close several of its contacts, and the heavier the load the more contacts will close and resistance R be thereby reduced to such an extent and the resistance E so increased that the speed of the armature of the motor may be reduced to any predetermined amount for any predetermined load. The speed thus produced depends on the amount of resistance in the circuit containing R and in the circuit of E. It is only necessary to adjust contacts 7, 8, 9, and 10 to close in response to the potential of the armature produced by any descending load or the corresponding ascending load on machines provided with counterbalanceweights heavier than the empty car.

In the present instance, by way of illustration, with the number of contacts shown in the diagrams for the heaviest load coming down it may be said that all the contacts 7, S, 9, and 10 will be closed and all the resistance E will be introduced. For a moderate load coming down contact 10 will remain open and all of the resistance E will be in circuit, while for a balanced load contacts 7 and 8 only will close and but part of resistance E will be included in circuit. \Vith a moderate load going up, contact 7 will close and resistance E will remain short-circuited, none of it being introduced into circuit. For a heavy load going up all of the contacts 7, 8, 9, and 10 will remain open. WVhen greater refinement is required, more steps corresponding to different loads are provided, so that any desired degree of exactness may be secured.

The last step in the operation of stopping the motor consists in the opening of contacts ]4,which breaks the circuit of magnetJ, thereby allowing contacts 25 to open and breaking the armature-circuit and stopping the motor. Even with high-speed elevators my apparatus can be nicely adjusted, so that the reduction of speed according to the load and duty is such and the breaking of the circuit is so timed that the car may be brought to a stop at the desired station without either running beyond the station or coming to rest before it reaches said point.

In the diagram of Fig. 2 substantially the same apparatus and circuits are shown for the operation of the motor, this diagram being designed to show automatic means for making and breaking the motor-circuits in the series of steps described upon starting and stopping. In said diagram the heavy lines, as before, indicate the armature-circuits. B is the armature; B, the shunt field-winding; I), the series field-winding; G H I, switches adapted to be operated in order, and A is a re- "ersin r-switch, as before. C represents the main armature resistance and-E the auxiliary armature resistance, while R represents a resistance adapted to be included in shunt across the armature-terminals, this resistance being controlled by a magnet X, while resistance O is controlled by a solenoid P. Z represents a brake-magnet, and S the potentialswitch. W represents a suitable stop-motion switch, which may be of any desired character; but, as shown, it consists of an insulated disk provided with segmental contacts in concentric rows, while contacts a, b are adapted to be moved relatively to the segmental contacts, in thisinstance the contacts a I) being adapted to be moved while the disk and its contacts remain stationary. The object of this device or stop-motion switch WV is to control the circuits to switches G, II, and I, the operation of the switch W being equivalent to that of the switches G, H, and I, this operation beingaccom plished by any suitable meansas, for instance, by arrangi ng the switches on the same shaft operated from some moving part of the apparatus in unison with the travel of the'car. The armature-circuit may be readily traced as follows when the reversirig-switch A is closed, the armature-circuit not being completed until the switch G is operated: from the positive main at by wire 2%, through one side of the reversing-switch A to the armature B, to the other side of the reversingswitch A, and still by wire 24110 and through resistance 0, from thence through the series field D to and through a magnet L, from thence still by wire 24 through resistance E to contacts 25, and from thence to overloadmagnet F, to the negative main at Here, as above, it will be seen that the armaturecircnit is not closed until contacts 25 are closed by the energizing of magnet J.

Referring again to the stop-motion switch WV, it will be seen that upon the insulated portion 0 are arranged at the center segmental contacts (I, electrically connected to each other, while concentric therewith and outside of the same are arranged segmental contacts of, and outside of these contacts g h and ij, contacts 2', j, and d being longer than any of the others, and the ends of contacts (l e g and (If it being on substantially the same radii at one side, but on diiferent radii at the other side, so that as contacts (L b are moved (one or the other) across the segmental contacts circuit is made through the segmental contacts in a given order, hereinafter to be eX- plained. The short pieces 200 on the stopmotion switch are not connected in this instance to circuits and therefore merely form rests for contacts a or b when the circuit is broken at either of said contacts. The wires running from the switches G Hlto the stopmotion switch \V are connected, respectively, to d itl erent segmental contacts on said switch, as follows: Wire 51 is connected to segment (1, wire f to segmentf, wire 7L" to segment h, wire j to segment j, wire 6 to segment 6, g to g, and "11 to 1', these wires being connected attheir ends to the brushes 22, bearing on the segments 20 of the switches G, H, and I. The stop-motion switch W is shown in position with the car arrested at a mid-position in its travel. To start the car, the operator moves switches A, G, H, and I to the right or left, and assuming that they are moved to the right in the direction of the arrow the armature-circuit is first closed, as hereinbefore described, through reversing-switch A when contacts 25 have been closed. When switch G makes connection between a brush 22 and brush 23, a circuit is completed from wire 24; at the point 50 by wire 51 to contacts (Z of stop-motion switch W, through contact ct of this switch to contact t', and thence by wire ito brush 22, through switch G to brush 23, and thence by wire 29 through winding 2 IIO eluted by connection 190.

of magnet M, and still by wire 29 to the point 35, where the circuit branches, one branch passing by wire 29 to magnet J, controlling contacts 25, from thence through winding M of magnet M and still by wire 29 to the negative main. The other branch from the point 35 passes by wire 54 through brake-magnet Z, and from thence through resistance 37 or contacts 38, and still by wire 54 and the circuit of wire 29 again to the magnet J. Magnet J closes its contacts and admits current to the motor, and magnet L becomes energized, closing contacts 38 and causing brakemagnet Z to operate. Magnets Q Q become energized and short-circuit resistance E, the circuit of these magnets passing from wire 24 at the point 50 through contacts 8 and 9 and from thence to the negative main through contacts 5. The motor if it has not started before will now start under the maximum starting-current. Upon the closure of a circuit through switch H the current will pass from the contacts (1 on switch W through contact a to contact '6 and from thence by wire e to brush 22, from thence to brush 23 and by a connection 190 to point 52 on magnet K and then through resistance 49 to the negative main, so that magnet K is short-cir- When switch I is closed, a circuit passes from the switch WV by wire g through switch I and by wire 40 to and through solenoid P, connected across the armature-brushes. As the motor speed increases solenoid P, acting under the gradually-increasing potential of the motor-armature, short-circuits step by step resistance 0 and series field D, as contacts 8, 4, 5, and 6 one after another close, bringing the motor up to speed. As the car approaches the limit of its travel the stop-motion switch is automatically moved in any suitable manner to bring contact a up and contact Z) down. As contact a moves it assumes the positions 1, 2, and 3, first breaking the connection of contact g, thereby deenergizing solenoid P, which allows contacts 3 4 5 6 to open, introducing the resistance 0 into the armature-circuit. Next connection with contact 6 is broken. The short-circuit by connection 190 around magnet K is thereby broken, and magnet K becomes energized, receiving current through wire 45, closing its contacts and completing the circuit of the resistance R in parallel to the armature-terminals. Magnet X also becomes subject to the armature potential and closes as many of its contacts 7, 8, 9, and 10 as the load demands and opens back contacts 8 and 9, controlling magnets Q Q, as required. When contact (1 reaches its final position, connection between contacts d andi is broken, and the circuits of magnet J, controlling the line, and brake-magnet Z, are broken, stopping the motor. To start the motor in a reverse direction, the operator turns switches A, G, H, and I in the opposite direction, reversing the armature con nections and making all the other circuits, as before,

through the other side of the stop-motion switch W, and the stop will be produced when the limit of travel is reached by contact b of the switch breaking the corresponding connections. The operator can of course make a corresponding stop at any time by moving switches A, G, H, and I to break the circuits.

Referring now to the diagram of Fig. 3, means are shown for controlling the operation of the motor from a switch 0, which may be on the car or in any other suitable place, and the means for reversing the motor are shown as being electromagnetically controlled. Other differences will appear in the following description of Fig. 3: In this diagram, B represents the armature, as before; B, the shuntfield; D, the series field; G and E, the armature resistance, and R the resistance adapted to be thrown in shunt across the armatureterminals, while X represents an electromagnet for controlling the resistance R, and instead of single solenoids for controlling the resistance 0 a plurality of such controllingsolenoids P P are shown, whereby a greater range of control-of this resistance is secured, as will hereinafter appear. U and V repre sent the magnets controlling the operation of the reversing-switch A for reversing the motor, and the various armature and controlling circuits are connected to contacts on this reversing-switch A. A stop-motion switch is shown at W, the function of which is to stop the motor at the limit of the travel, while the switch C is connected to the controlling-circuits through the stop-motion switch and is adapted to start and stop the motor at any point and determine its direction of rotation. As before, the armaturecircuits are represented by heavy lines, and current is led from the positive main at to the reversing-switch A. This switch consists, essentially, of sets of insulated contacts 7c Z m n, controlled by the cores 0 p of the magnets U and V. It may be of any suitable construction. As shown here, it is so arranged that contacts on and Z and contacts 7c and n are closed at the same timethat is, when core 19, for instance, is raised, closing contacts 'm, core 0 is down, closing contacts Z, while if core 0 is raised, closing contacts 70, then core 10 is down, closing contacts n. This construction is sufliciently disclosed in my former application, Serial No. 711,711, filed April '4, 1899. Assuming that the magnet V, for instance, is energized and operates to close the series of contacts m, contacts Z being also closed, then the current will pass from the positive main by wire 24 through the contacts on on that side of the reversing-switch which has been closed to contacts Z, to wire 24, to the armature of the motor, and from thence by wire 24 through contacts Z again, and by wire 24 to a point 64 adjacent resistance 0, thence to and through resistance 0 by wire 24 through the series field-winding D to magnet L, thence throughresistance E to the overload-magnet F, and through potential-switch S to the negative main. Should magnet U be energized instead of magnet V, the same circuit may be traced, but the current will pass through the armature B in the reverse direction. The stop-motion switch W may be of any suitable character, but, as shown, it consists of segmental contacts upon a suitable insulating-base, and contacts a b are adapted to be moved either to the right or the left from the center across said segmental contacts. Referring more particularly to this switch, as shown, it consists of contacts 68, each connected to a magnet U V, and outside of contacts 08 are contacts 69 and U5), connected to the contacts .9 s of switch 0. Pairs of short contacts 70 70* and pairs of long contacts 71 71 are shown placed around the inner contacts on the stop-motion switch 7', the outer contacts of the pairs 70 70 being connected to each other, while the inner ones are connected to each side of the reversing-switch A. The outer contacts of the pairs 71 71 are connected to each other, and the inner contacts of these pairs are connected with the contacts .9 s of the switch 0. In order to start the motor, the potential-switch S having been closed the switch 0 is operated. This switch consists, essentially, of a movable pivoted arm q, having contacts 0" r on each side thereof, with other contacts 5 s also arranged on each side thereof. These contacts are of such length and so disposed with relation to each other that when the arm q is moved from the position shown in the diagram to either the right or the left a circuit will be completed for the starting of the motor. Let the arm be moved to the left to the position marked 3* in dotted lines, then circuits will be in readiness to be completed when the reversing-switch is closed; but this will not take place until one of the magnets 7.6 or Q. is energized. The contacts a and b remain in the central position shown, except at the top and bottom limit of travel, when the stop-motion switch comes int-o operation to stop the car, the circuit being broken at either contact a or 1), according to the direction of travel of the car, and the motor will be slowed down before stopping, as hereinbefore described. Continuing to move the arm q to the left to the position represented in dotted lines at 2 a circuit will be closed from the point 66 on the positive main, adjacent reversing-switch A, by wire 67 to one or the other of the magnets U V-in this instance the circuit being completed through magnet V-and thence by wire 67 to contact 68, through contact b, to contact 69, from thence by wire 72 to one of the contacts 5, to the lower brush on the arm g, from thence by wire 73 to the negative main at the wire 73 being electrically connected to the lower brush on the arm (1. The energizing of magnet V operates to close contacts at of the reversing-switch A, contacts l being circuits of the motor, as hereinbefore traced out,thereby causing the motor to start. Upon the closure of a circuit through contacts at and Z a circuit will be completed by wire '74 to the point 75, from thence by wire 76 to one of the contacts 7", through arm q, to the other contact 9', thence to one of the contacts r, and by wire 77 to a point 78 between the pairs of contacts 70 70, thence by wire 79 to magnet K, and still by wire 79 to the negative main. The circuit completed through magnet K will, however, immediately be broken at contacts 7' when arm (1 is moved to the position marked 1 Then arm g has moved to 1 and the contacts m and Z of the reversing-switch A are closed, a circuit will also be completed from the point 80 at the center of the reversingswitch circuits by wire 81 to the point 82, and still by wire 81 through solenoid P to the arm ature-circuit again at a point 83 on the resistance O. Also a circuit has been completed from the point 82 on wire 81 by wire 84 to magnet Y, thence still by wire St to one or the other of the outer contacts of the pairs 71 and 71, as shown, the circuit passing to the outer contacts 7'1" through the contact I), and still by wire 84 to one of the contacts 3, thence through arm q to wire '73 and out to the negative main. This circuit causes magnet Y to raise its core and close contacts 85 and complete the circuit of solenoid P After solenoid P has closed its contacts 3 and 4 solenoid P will close contacts 5 and (5 as the armaturepotential increases. The magnets Q and Q also have been energized and serve to shortcireuit the resistance E, as hereinbefore described, so that when resistances O and E and series field I) are short-circuited the armature-current passes from the point (34 on wire 24 by wire 87 to contacts 6, from thence still by wire 87 to wire 24 at the point (35, and by wire 24: through contacts 2, and by wire 89 to the negative main.

It will thus be seen that the motor-circuits have been controlled in three steps in substantially the same manner as hereinbefore described with reference to diagrams 1 and 2. When it is desired to stop the motor, slowing it down before the car comes to rest at the desired station, the arm q is moved backward to the same positions which it assumed in starting the motor. As the arm (1 assumes the position 2 the circuit of magnet Y is broken, contacts 85 assume an open position, the solenoid P becomes deenergized, and a portion of the resistance 0 is thrown into the armature circuit, slowing down the motor somewhat if the machine is operating as a motor. Upon moving the arm q to the position 3 magnet K becomes energized, closing its contacts 33 and throwing resistance R in shunt across the armature-terminals from the point 91 to the point 2 on the armature-circuit, while at the same time closing a circuit through the magnet X and slowing down the motor, as hereinbefore described with referalso closed, including the armature and field l enee to diagrams of Figs. 1 and 2, the power exerted by magnet X being dependent upon the potential developed bythe motor-armature, and this being dependent on the speed at which the motor is running and whether acting as a motor or a generator. Contacts 8 and 9, as before, are understood to be back contacts of 8 and 9 and control the circuits of magnets Q Q. As a further refinement magnet X is added in the controlling-circuits in the diagram of Fig. 3, and the circuit of this magnet is controlled by contacts y, adapted to be opened or closed by magnet Y. When magnet Y is deenergized and contacts are open, contacts y are adapted to be closed and close the circuit of the magnet X from the point 93 on the wire 24 adjacent the reversing-switch A, by wire 94 to a point 95, and by Wire 96 through contacts y to magnet X, and by wire 97 to a point 98 on the armature-circuit. The closure of contacts 99, controlled by magnet X, closes another shunt-circuit across the armature-terminals, including a resistance R, as follows: from the point 93 by wire 94 to a point 95, thence by wire 100 to the resistance R, still by wire 100 through contacts 99, and by wire 97 to point 98 on the armature-circuit. As shown, the magnet X is in a circuit across the armature-terminals; but it is adjusted to a potential such that where the speed of the armature might be increased unduly when solenoid P introduces some of the armature-resistance G into circuit at the first step of the slowingdown operation the magnet X will operate at once to throw a resistance in shunt across the armature-terminals, and thus constitutes a safety device, providing against a momentarily excessive increase in speed. In some cases it may be advantageous to adjust the solenoid X to such a low potential that it will operate under all loads, and if in this instance the resistance which it controls be of such amount as to balance the driving force of the maximum load, where the load is driving the motor as a generator, there will be no increase of speed above the normal at all when resistance is first cut into the armature-circuit; but the whole regulation of speed and potential before the second step is made will be a certain reduction below the normal. As the arm (1 is moved to the positions 3 and 3 the circuit of the magnet V, controlling the contacts on the reversing-switch A, is broken, the motor-circuits and controllingcircuits are broken at the reversing-switch A, and the motor is brought to rest.

Without limiting myself to the precise construction and arrangement of parts shown I claim as my invention 1. The combination of a motor, and motorcontrolling means connected to reduce the speed of thesame before stopping and to vary such reduction of speed in accordance with the load, substantially as set forth.

2. The combination ofa motor, and automatic motor-controlling means connected to reduce the speed of the same before stopping and to vary such reduction of speed in ac cordance with the load, substantially as deportionate to the load, substantially as described.

4. In an elevator, the combination with the car and its motor, of motor-controlling means connected to automatically reduce the speed of said motor as the car reaches predetermined points in its traverse and to vary such reduction of speed in accordance with the load, substantially as described.

5. In an elevator, the combination with the car and its motor, of automatic motor-controlling means connected to operate at predetermined points in the traverse of the car to change its speed and vary such change of speed in proportion to the duty, substantially as described.

' 6. The combination with a car, and a motor for moving the same, of motor-controlling means connected to change the speed of the motor as the carreaches predetermined points in its traverse and to vary such change of speed in proportion to the load,'substantially as described.

7. In an elevator, the combination with the car and its motor, of motor-controlling means connected to automatically stop the car at the same point with varying loads, substantially as described.

8. In an elevator, the combination with the car and its motor, of motor-con trolling means connected to reduce the speed of the same at predetermined points in the traverse of the car, and automatic means operating in conjunction with said motor-controlling means for proportioning such reduction of speed to the load, substantially as described.

9. The combination with an electric motor, of means for including a variable resistance in series with the armature, means for closing a circuit containing variable resistance in shunt to the armature, and means for varying each of said resistances in accordance with the potential developed by the armature, substantially as described.

10. In an elevator, the combination with the car and its motor, of means for introducing variable resistances in series and in shunt with the armature, at predetermined points in the traverse of the car, and means for. varying said resistances automatically in accordance with the potential developed by the armature after a portion of said resistances has been introducedinto circuit, substantially as described.

11. In an elevator, the combination with the car and its motor, of means for introducing variable resistances in series and in shunt with the armature, at predetermined points in the traverse of the car, and means for varying said resistances automatically in accordance with the speed of the motor developed by the armature after a portion of said resistances has been introduced into circuit, substantially as described.

12. In an elevator, the combination with the car and its motor, of means for introducing variable resistances in series and in shunt with the armature, at predetermined points in the traverse of the car, and means for varying said resistances automatically in accordance with the speed of the motor, substantially as described.

13. In an elevator, the combination with the car and its motor, of means for introducing variable resistances in series and in shunt with the armature, at .predetermined points in the traverse of the car, and means for vary ing said resistances automatically in accordance with the speed developed after a series,

resistance has been introduced into circuit with the armature, substantially as described.

14. In a motor-controlling apparatus, the combination with the motor, of means for introducing a plurality of resistances in series with the armature, means for introducing re sistance in shunt to the armature, and means for varying said resistance in shunt and one of said resistances in series with the armature, substantially as described.

15. In a motor-controlling apparatus, the combination with the motor, of means for introducing a plurality of resistances in series With the armature, means for introducing resistance in shunt to the armature, and means for varying said resistance in shunt and one of said resistances in series with the armature in accordance with the speed of the motor, substantially as described.

16. In a motor-controlling apparatus, the combination with the motor, of means for introducing a plurality of resistances in series with the armature, means forintroducing resistance in shunt to the armature, and means for varying said resistance in shunt and one of said resistances in series with the armature in accordance with the potential developed by the armature, substantially as described.

17. In a motor-controlling apparatus, the combination with the motor, of means forintroducing resistances in series and in shunt with the armature, and means for simultaneously varying said resistances, substantially as described.

18. In a motor-controlling apparatus, the combination with the motor, of means for simultaneously varying a resistance in shunt to the armature-terminals and the resistance of the armature-circuit, substantially as described.

19. In an elevator, the combination with the car and its motor, of motor-controlling means connected to change the speed of the motor at predetermined points in the traverse of the car, and means operating in conjunction with said motor-controlling means for regulating said reduction of speed in accordance with the potential developed by the armature after the initial change of speed at a predetermined point, substantially as described.

20. In an elevator, the combination with the car and its motor, of motor-controlling means connected to change the speed of the motor at predetermined points in the traverse of the car, and means operating in conjunction with said motor-controlling means for regulating said change of speed in accordance with the load, substantially as described.

21. In a motor-controlling apparatus, the combination with the motor, of means for introducing resistance in series with the armature, means for introducing resistance in shunt to the armature, and means for varying said resistances in accordance with the desired speed, substantially as described.

The combination with a motor, its armature, and main line, of an electromagnetic controlling device operating upon varying armature-potentials, and means for increasing the potential required to operate said device proportionately to an increase of line-potential above the normal, substantially as described.

23. The combination with a motor, its armature, and main line, of an electromagnetic controlling device operating upon varying armature-potentials, and means for automatically increasing the potential required to operate said device proportionately to an increase of line-potential, substantially as described.

21. The combination with a motor,and main line, of an electroreceptive controlling device operating with varying armature-potentials, and means for regulating said varying potentials proportionately to an increase of line-potential above the normal, substantially as described.

25. The combination with a motor,and main line, of an electroreceptive controlling device operating with varying armature-potentials, and means for regulating said varying potentials proportionately to variations of line-potential, substantially as described.

26. The combination with a motor, its armature, and main line, of an electroreceptivc controlling device operating in accordance with variations of potential in the armature, and means for counteracting the effect of variations of line-potential, substantially as described.

27. The combination with a motor, its armature, and main line, of an electromagnetic controlling device connected to operate upon dilferent armature-potentials, and means for counteractingthe elfect of an increase of linepotential above the normal, substantially as described.

28. The combination With a motor, its armature, and main line, of a controlling device operating in accordance with variations of potential developed by the armature, and means IIO operating with varying armature-potentials and controlling said contacts, and means for causing said contacts to respond to correspondingly-higher potentials as the line-potential increases above the normal, substantially as described.

31. The combination with a motor, its armature, and main line, of a plurality of contacts, means for actuating said contacts in predetermined order in accordance with variations of armature-potential, and means for causing said contacts to respond to correspondingly-higher potentials as the line-potential increases, substantially as described.

32. The combination with a motor, its armature, and main line, of a plurality of contacts, automatic means for actuating said contacts in predetermined order in accordance with the increase of armature-potential as the motor starts, and means for causing said contacts to respond to correspondingly-higher potentials upon an increase of the line-potential, substantially as described.

33. The combination with a motor, and its supply-line, of a regulating-magnet varying in potential with the motor-armature, and means operating upon the line-potential. for regulating the variations of potential in said magnet, substantially as described.

34. The combination with a motor, and electromagnetic controlling means varying in potential with the motor-armature, of means operating upon the line-potential for regulating the potential in said controlling means in accordance with the load, substantially as described.

35. The combination with a motor, and its armature, of electroreceptive controlling devices operating upon the armature-potential, and means operating upon the line-potential for varying the operating-potential of said devices, substantially as described.

36. The combination with a motor, and its armature, of electroreceptive controlling devices operating upon the armature-potential,

and means operating upon the line-potential for varying the operating-potential of said devices in accordance with the load, substantially as described.

37. The combination with a motor, and its armature, of electroreceptive controlling devices operating upon the armature-potential, and means independent of the armature and operating on the line-potential for varying the operating-potential of said devices, substantially as described.

38. The combination with a motor, and its armature, of electroreceptive controlling devices operating upon the armature-potential, and means operating on the line-potential for automatically regulating the operating-potential of said devices, substantially as described.

39. The combination with a motor, and its armature, of electroreceptive controlling devices operating upon the armature-potential, and means operating on the line-potential for automatically regulating the operating-potential of said devices in accordance with the load, substantially as described.

40. The combinationof a motor, its main circuit and resistance therein, electromagnetic means varying in power in accordance with the potential developed by the armature for controlling said resistance, resistance in series with said electromagnetic controlling means, and magnets varying in power in accordance with the line-potential for controlling said resistance, substantially as described.

41. The combination with a motor, and its starting resistance, of electroreceptive means varyingin power with the potential developed by the armature for controlling said resistance, and means independent of the armature-potential for regulating the power of said electroreceptive means, substantially as described.

42. The combination with a motor, and its armature and brushes, of a controlling-magnet varying in power with the potential at the brushes, and means operating on the linepotential for regulating the variations of power of said magnet, substantially as described.

43. The combination with a motor, and its armature and brushes, of a controlling-magnet varying in power with the potential at the brushes, and means for operating on the line-potential automatically regulating the variations of power of said magnet, substantially as described.

44. The combination with a motor, its armature, main line, and starting resistance, of a plurality of contacts controlling said resistance, automatic means for actuating said contacts in predetermined order as the armature-potential increases upon starting, and means for regulating the operation of said contacts in accordance with the line-potential, substantially as described.

45. The combination with a motor, its armature, mainline, and starting resistance, of a plurality of contacts, controlling means energized proportionately to the increase of armature-potential upon starting for actuating said contacts in predetermined order, and means for increasing the operating-potential of said controlling means as the line-potential increases, substantially as described.

46. The combination with a motor, and its main line, of an electrical controlling device operating upon varying potentials, means for regulating the operation of said controlling device, and means for rendering said regulating means inoperative after the motor has started, substantially as described.

47. The combination with a motor, its armature, and main line, of a controllingelectromagnet operating in accordance with the potential developed by the armature, electrical means for regulating the operation of said electromagnet in accordance with the line-potential, and means for preventing said electrical regulating means from taking current after the mot-or has started, substantially as described.

1L8. The combination with a motor, its main line, and resistance therein, of electromagnets operating in accordance with the linepotential for controlling said resistance, and means for including resistance in the circuit of said magnets after the resistance they control has been cut out on starting, substantially as described.

49. The combination with a motor, of controlling-magnets therefor, and means for including resistance in series with the circuit of the same after the motor has started, substantially as described.

50. The combination with a motor, and a brake'magnet therefor, of a means for preventing said brake-magnet from operating unless the armature-circuit is complete, substantially as described.

51. The combination with a motor, of a brakemagnet,mcans for energizing said magnot to the desired degree on starting, and means for automatically reducing the amount of current taken by the magnet after starting, substantially as described.

52. The combination with a motor, of a brake-magnet, resistance normally in circuit with the same, and means for short-circuiting said resistance on starting and for again including said resistance in the circuit of the magnet thereafter,substantiallv as described.

53. The combination with a motor, and a brake-magnet, of resistance normally in circuit therewith, means controlled by the armature-current for short-circuiting said resistance on starting, and means for again including said resistance in circuit with the magnet after starting, substantialy as described.

54L. The combination with a motor, and its armature, of a brake-magnet, means for closing the circuit of the same before the armature-circuit is closed, and means for preventing said magnet from operating until the armature-circuit is closed, substantially as described.

55. The combination with a motor, of a brake, a brake-magnet therefor, means for closing the circuit of said magnet before the armature-circuit is closed and means for preventing said magnet from becoming sutliciently energized to actuate said controlling device until the armature-circuit is closed, substantially as described.

56. The combination with a main circuit, and a switch therefor, of another circuit in shunt with the main circuit and a magnet therein controlling the operation of said switch, contacts in said other circuit, and an overload-magnet in the main circuit controlling said contacts, substantially as described.

57. The combination of a main circuit, a magnet therein, another circuit in shunt with the main circuit, and a magnet therein, each magnet controlling the circuit from which it is excluded, substantially as described.

58. The combination of an electric circuit, a main switch and an overload-magnet in said circuit, another circuit, and a magnet and contacts therein, said overload-magnet controlling the contacts in the other circuit and the magnet in said other circuit controlling the main switch, substantially as described.

5!). The combination with a motor, and its main line, of resistance therein, means for controlling a portion of said resistance in accordance with the line-potential, and means for controlling another portion of said resistance in accordance with the potential developed by the armature of the motor, substantially as described.

60. The combination with a motor, of means for controlling the starting-current both in accordance with the line-potential and with the potential due to the armature, substantially as described.

61. In an elevator, the combination with the car and its motor, of motor-controlling means connected to be governed by the load for reducing the speed of the car before stopping, substantially as described.

62. In an elevator, the combination with the car and its motor, of motor-controlling means connected to be governed by the load for re ducing the speed of the car at predetermined pointsin its travel, substantially as described.

3. In an elevator, the combination with the motor and car,of motorcontrolling means connected to be governed by the potential of the motor-armature for reducing the speed of the car before stopping, substantially as described.

6a. In an elevator, the combination with the motor and car, of means connected to the motor and a station for starting the motor in either direction, and controlling means connected to operate automatically to reduce the speed of the motor in proportion to the load at a predetermined point in the travel of the car, substantially as described.

65. In an elevator,the combination with. the car and its motor, of motor-controlling means connected to reduce the speed of the car before stopping, and for varying such reduction of speed proportionately to the load.

66. In a hoist,the combination with the cage and its motor,of motor-controlling means connected to automatically reduce the speed of the cage at the ends of its travel and to vary IIC such reduction of speed in proportion to the load, substantially as described.

67. The combination of a motor, and motorcontrolling means connected to automatically reduce the speed of the same before stopping and to'vary such reduction of speed by an amount proportionate to the load, substantially as described.

68. The combination of a motor, and motorcontrolling means connected to reduce its speed before stopping, and automatic means operating in conjunction with said controlling means for proportioning such reduction of speed to the load, substantially as described.

69. The combination of a motor, and motorcontrolling means connected to be governed by the load for reducing its speed before stopping, and means operating in conjunction therewith for controlling the operation of such speed-reducing means, substantially as described.

70. The combination ofa motor, and motorcontrolling means connected to automatically reduce the speed of the same by an amount proportionate to the load, and means for controlling such speed-reducing means, substantially as described.

71. The combination of a motor, and motorcontrolling means connected to reduce the speed of the same at will, means operatingin conjunction therewith for varying such reduction of speed by an amount proportionate to the load, and automatic means for setting the speed-reducing means into operation, substantially as described.

72. The combination of a motor, and motorcontrolling means connected to reduce the speed of the same, means operating in conjunction therewith for varying such reduction of speed by an amount proportionate to the load, and automatic means for setting the speed-reducing meansinto operation just before the motor is stopped, substantially as described.

73. The combination with a motor, its armature, main circuit, and resistance in said circuit, of means for short-circuiting said resistance on starting, and means for automatically closing a shunt around the armature, and including the Whole or a portion of said resistance according to the load in circuit again before stopping, substantially as described.

74. The combination With an electric motor, of means connected to start and stop the same from a distance, and motor-controlling means connected to automatically reduce the speed of the same before stopping and to vary such reduction of speed by an amount determined by the load, substantially as described.

75. The combination With an electric motor, of means connected to control thesamefrom a distance, and motor-controlling means connected to automatically reduce the speed of the motor before stopping and to proportion such reduction of speed by an a mount determined by the load, substantially as described.

76. The combination with an electric motor, of means connected to control the starting, stopping and reversingof the same from a distance,and motor-controlling means connected to automatically reduce the speed of the motor before stopping and to proportion such reduction of speed by an amountdetermined by the load, substantially as described.

77. The combination with a motor,of means for starting, stopping and reversing the same, and means for controlling its speed before stopping in accordance with the load, substantially as described.

78. In an elevator,the combination with the car, of an electric machine the speed and operation of which as a motor or a generator are determined by the load, substantially as described.

79. In an elevator, the combination with the car and its motor, of motor-controllin g means connected to regulate the speed of the m0- tor inversely as the load, substantially as described.

80. In an'elevator, the combination with the car and its motor, of motor-controlling means connected to reduce the speed of the motor at predetermined points in the traverse of the car and to vary such reduction of speed inversely to the load,substantially as described.

81. In an elevator, the combination with a dynamo electric machine, of controlling means connected to change the speed of the machine in accordance with the duty, means controlled by the speed change thus produced for preventing an undue increase of speed, and means also controlled by said speed change for slowing down the machine, substantially as described.

82. The combination with a motor,of a regulating-magnet operating upon varying potentials, and means for increasing the potential required to operate said magnet proportionately to an increase of line-potential above the normal, substantially as described.

83. The combination with a motor and main line, of an electroreceptive controlling device operating with varying potentials, and means for regulating said varying potentials proportionately to variations of line-potential, substantially as described. 7

84. The combination With a motor, of a controlling device operated by variations of armature-potential, and controlled by variations of line -potential, substantially as set forth. i

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

JOHN D. IIILDER.

Witnesses:

F. W. N EWELL, ROBERT WILSON. 

